9-line access access management access point accessibility ADA air quality alignment amenity antiplanner atlanta BART benchmark BID bike Blogs boston branded bus corridors brookings brt bus Bus Rapid Transit BYU capacity car pool car pool lane cars central link Centrality certification commuter rail condo congestion congestion pricing connections consistency coverage crossings CRT cycling DART dedicated dedicated right of way density denver depreciation developers development economics efficiency Envision Utah equity eugene exclusive extension FAQ favela Federal Funding Flex Bus florida free fare zone freeways frequent network frontrunner frontunner Gallivan garden cities gas prices geotagging goat Google grade-separation Granary District growth headway heavy rail hedonic High Speed Rail history housing housing affordability housing bubble housing prices HOV income infill innovative intersections intensity ITS junk science LA land use Land Value Economics LEED legacy city light rail linear park location LRT lyft M/ART malls mapping maps metrics metro MetroRail missoula mixed mixed traffic mixed-traffic mobile mode choice Mode Share multi-family MXD neighborhood networks news NIMBY office online op-ed open letter Operations parking parking meters peak travel pedestrian environment phasing Photomorphing planning Portland property property values Provo proximity quality_transit rail railvolution rant rapid rapid transit RDA real estate redevelopment reliability research retail Ridership ridesharing right of way roadway network ROW salt lake city san diego schedule schedule span seattle separated service branding shuttle silver line single family SLC SLC transit master plan slums smartphone snow sprawl standing stop spacing streetcar streetscape streetscaping subdivision Sugarhouse Sugarhouse Streetcar Tacoma taxi technology tenure termini time-separation TOD townhouse traffic signal tram transit transit agency transit networks transit oriented development Transit Planning transponder transportation travel time TRAX trip planning trolley tunnel uber university of utah urban design urban land UTA UTA 2 Go Trip Planner utah Utah County Utah Transit Authority value vmt walking distance web welfare transit Westside Connector WFRC wheelchairs zoning

Friday, April 2, 2010

UCarShare & Transit Dependancy

One of the big hassles with UCarShare has been the need to return the car to the same location, so I really can't make a one way trip with it, or even a trip with a long duration.

My habitual trip is out to karate, in either Park City or Sandy (both about 16 miles away). Neither location is well served by transit--Park City not at all, and Trax is about two miles away, downhill of the dojo. Karate lasts somewhere between an hour and an hour and a half, and the drive typically takes a half hour. Using UCarShare for the drive would require a rental of about 2.5 hours, and about 35 miles of travel. It's a trip I typically make 2-3 times per week. Net, that comes to about $12 for every training session, which is totally unsustainable.

One alternative is forty five minutes on Trax, fifteen minutes drive to the dojo, an hour of training, a fifteen minute drive back, and forty five minutes on tracks. So for every hour of training, I spend 2 hours traveling. Which costs about $7.50, plus $2.00 for Trax.

I'm fortunate to have several dojo mates who live within a mile, so car-pooling has often been an effective solution for Saturday trainings, but less so for evening trainings, as we all come from work, rather than from home.

The biggest impact of transit dependency is not the time spent traveling, but the trips that aren't made (or can't be made) because of timing.